JPH0752629A - Fluid pressure type active suspension control device - Google Patents

Abstract

PURPOSE:To prevent unnecessary attitude control of a car body even if disturbance is applied to a vehicle from a road surface while the wheel is turning and reduce consumption of energy compared with conventional device. CONSTITUTION:A control gain is operated based on a vehicle speed and steering angle speed by an operation device 10 and a cross acceleration is operated based on an actual cross acceleration by an operation device 14. A delay compensating value is operated as a product of the control gain and the cross acceleration by an operation device 16. An estimated cross acceleration is operated as a sum of the actual cross acceleration and the delay compensating value by an operation device 18. A control quantity is operated based on the estimated cross acceleration by an operation device 20 and an operating fluid feeding and discharging device 4 is controlled based on the control quantity by a control device 22. When a direction judging device 26 judges that a steering direction and the direction of the cross acceleration detected by a detecting device 24 are not matched, the control quantity is set as the control quantity operated in the previous cycle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fluid pressure type active suspension for a vehicle such as an automobile, and more particularly to a controller for a fluid pressure type active suspension.

[0002]

2. Description of the Related Art Conventionally, a fluid pressure type active suspension of a vehicle such as an automobile has been conventionally provided corresponding to each wheel, and the working fluid is supplied to and discharged from a working fluid chamber to increase or decrease the vehicle height of a corresponding portion. Of the vehicle, a working fluid supplying / discharging means for supplying / discharging the working fluid to / from the working fluid chamber, and a control means for controlling the working fluid supplying / discharging means in accordance with a control amount based on a running state of the vehicle By controlling the supply and discharge of the working fluid to and from the working fluid chamber in accordance with the running state and controlling the pressure in the working fluid chamber, while maintaining good ride comfort of the vehicle, the vehicle body during acceleration / deceleration traveling and turning can be controlled. It is designed to prevent posture changes.

As one of the control devices for such a fluid pressure type active suspension, for example, Japanese Patent Application No. 5-37580 and the application filed by the same applicant as the applicant of the present application are provided corresponding to each wheel. The actuator that increases or decreases the vehicle height of the corresponding portion by supplying and discharging the working fluid to and from the working fluid chamber, the working fluid supply and discharge means that supplies and discharges the working fluid to and from the working fluid chamber, and the running state of the vehicle. A control device for a fluid pressure type active suspension, comprising: a control amount calculation means for calculating a control amount for suppressing a change in posture of a vehicle body based on the control amount; and a control means for controlling a working fluid supply / discharge means based on the control amount. The amount calculation means is a vehicle speed detection means, a steering angular velocity detection means, a lateral acceleration detection means, and a steering angle for calculating a steering angular velocity correction amount based on the vehicle speed detected by the vehicle speed detection means. A degree correction amount calculation means, a control gain calculating means for calculating a control gain based on the steering angular velocity and the steering angular velocity correction amount detected by the steering angular velocity detecting means,
A lateral jerk calculating means for calculating a lateral jerk based on the actual lateral acceleration of the vehicle body detected by the lateral acceleration detecting means; a delay compensating value calculating means for computing a delay compensating value as a product of the control gain and the lateral jerk; A fluid pressure active system characterized by having an estimated lateral acceleration calculating means for calculating an estimated lateral acceleration as a sum of acceleration and a delay compensation value, and being configured to calculate a control amount based on at least the estimated lateral acceleration. A suspension control device has been proposed.

According to the control device for the fluid pressure type active suspension according to the previous proposal, the steering angular velocity correction amount calculation unit calculates the steering angular velocity correction amount based on the vehicle speed, and the control gain calculation unit calculates the steering angular velocity and the steering angular velocity correction amount. That is, the control gain is calculated based on the steering angular velocity corrected according to the vehicle speed, the lateral jerk calculation means calculates the lateral jerk based on the actual lateral acceleration of the vehicle body, and the delay compensation value calculation means calculates the control gain and the lateral jerk. The delay compensation value is calculated as the product of the two, and the estimated lateral acceleration is calculated by the estimated lateral acceleration calculating means as the sum of the actual lateral acceleration and the delay compensation value. When the roll compensation can be effectively reduced and the delay compensation value is estimated and calculated from the vehicle speed and the steering angular velocity, Indeed by being computed to a value close to the lateral jerk generated, it is possible to reliably prevent the roll control or cause vehicle body opposite rolls or become discontinuous in comparison with.

[0005]

In the active suspension control device according to the above-mentioned proposal as described above,
If the vehicle body receives a disturbance input from the unevenness or steps of the road surface via the wheels during turning of the vehicle controlled by the control means based on the estimated lateral acceleration by the working fluid supply / discharge means, the lateral acceleration detection means will turn the vehicle. In addition to the original lateral acceleration caused by the vibration, the lateral acceleration caused by the vibration of the vehicle body is also detected. Since the lateral jerk which is the basis of the delay compensation value calculation is calculated by, for example, differentiating the actual lateral acceleration of the vehicle body, the working fluid supply / discharge means is controlled based on the estimated lateral acceleration in which the disturbance from the road surface is enlarged. Therefore, there is a problem that unnecessary attitude control of the vehicle body is executed and energy consumption increases.

Such a problem is in the control device of the active suspension constructed so that the control gain is calculated by the control gain calculating means based on the vehicle speed detected by the vehicle speed detecting means and the steering angular velocity detected by the steering angular velocity detecting means. Even if it happens.

In view of the above-mentioned problems in the conventional active suspension control device, the present invention eliminates unnecessary posture control of the vehicle body even if the vehicle receives a disturbance from the road surface during turning, and An object of the present invention is to provide an improved control device for a fluid pressure type active suspension so that energy consumption is reduced.

[0008]

According to the present invention, as described above, the above-described object is to: (a) act on the working fluid chamber provided corresponding to each wheel; An actuator (2) that increases and decreases the vehicle height of a corresponding portion by supplying and discharging the fluid, a working fluid supply and discharge means (4) that supplies and discharges the working fluid to and from the working fluid chamber, and a vehicle speed detection means (6). ), The control gain calculation means (10) for calculating a control gain based on the vehicle angular velocity detected by the steering angular velocity detection means (8) and the actual vehicle body detected by the lateral acceleration detection means (12). A lateral jerk calculating means (14) for calculating a lateral jerk based on the lateral acceleration;
A delay compensation value calculating means (16) for calculating a delay compensation value as a product of the control gain and the lateral jerk, and an estimated lateral acceleration calculation for calculating an estimated lateral acceleration as a sum of the actual lateral acceleration and the delay compensation value. Means (18), control amount calculation means (20) for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and control means (22) for controlling the working fluid supply / discharge means based on the lateral acceleration control amount. A fluid pressure active suspension control device having: a steering direction detecting means (24), and whether the steering direction detected by the steering direction detecting means corresponds to the lateral jerk direction. Direction control means (26) for determining, and the control amount calculation means calculates the lateral acceleration control amount in the previous cycle when the steering direction does not correspond to the lateral jerk direction. A control device for a fluid pressure type active suspension, which is configured to set a lateral acceleration control amount, or (b) a working fluid is supplied to and discharged from a working fluid chamber provided corresponding to each wheel. Actuator (2) that increases or decreases the vehicle height of the corresponding part by
A working fluid supply / discharge means (4) for supplying / discharging the working fluid to / from the working fluid chamber, a vehicle speed detected by the vehicle speed detecting means (6), and a steering angular velocity detected by the steering angular velocity detecting means (8). A control gain calculating means (10) for calculating a base control gain, a lateral jerk calculating means (14) for calculating a lateral jerk based on the actual lateral acceleration of the vehicle body detected by the lateral acceleration detecting means (12), and the control gain And the lateral jerk, a delay compensation value calculating means (16) for calculating a delay compensation value, and an estimated lateral acceleration calculating means (18) for calculating an estimated lateral acceleration as a sum of the actual lateral acceleration and the delay compensation value. ), A control amount calculation means (20) for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and a control means (22) for controlling the working fluid supply / discharge means based on the lateral acceleration control amount. The control device for the fluid pressure type active suspension determines whether or not the steering direction detecting means (24) and the steering direction detected by the steering direction detecting means correspond to the lateral jerk direction. A fluid pressure type active system, characterized in that it has a direction determination means (26), and is configured to set a delay compensation value to zero when the steering direction does not correspond to the direction of the lateral jerk. Suspension control device, or Figure 1
As shown in (B), (C) an actuator (2) provided corresponding to each wheel for increasing or decreasing the vehicle height of a corresponding portion by supplying and discharging the working fluid to and from the working fluid chamber.
A working fluid supply / discharge means (4) for supplying / discharging the working fluid to / from the working fluid chamber, a vehicle speed detected by the vehicle speed detecting means (6), and a steering angular velocity detected by the steering angular velocity detecting means (8). A control gain calculating means (10) for calculating a base control gain, a lateral jerk calculating means (14) for calculating a lateral jerk based on the actual lateral acceleration of the vehicle body detected by the lateral acceleration detecting means (12), and the control gain And the lateral jerk, a delay compensation value calculating means (16) for calculating a delay compensation value, and an estimated lateral acceleration calculating means (18) for calculating an estimated lateral acceleration as a sum of the actual lateral acceleration and the delay compensation value. ), A control amount calculation means (20) for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and a control means (22) for controlling the working fluid supply / discharge means based on the lateral acceleration control amount. The control device for the fluid pressure type active suspension determines whether or not the steering direction detecting means (24) and the steering direction detected by the steering direction detecting means correspond to the lateral jerk direction. Direction delay determining means (26), and the delay compensation value calculating means determines the control gain and the lateral jerk calculated in the previous cycle when the steering direction does not correspond to the lateral jerk direction. It is achieved by a control device for a fluid pressure type active suspension, which is configured to calculate a delay compensation value as a product of

[0009]

When the vehicle turns without being disturbed by the road surface, only centrifugal force acts on the vehicle body and only centripetal acceleration is generated, so that the steering direction (direction of change of steering angle) and lateral jerk The directions always match. On the other hand, when the vehicle body is subjected to disturbance from the road surface during the turning of the vehicle and the vehicle body vibrates, a lateral acceleration due to the vibration is generated, so that the steering direction and the lateral jerk direction do not match. Therefore, by determining whether or not the steering direction and the direction of lateral jerk correspond, it can be determined whether or not the vehicle has been disturbed by the road surface while the vehicle is turning.

According to the present invention, when the steering direction and the lateral jerk direction do not correspond to each other, the lateral acceleration control amount is calculated in the previous cycle in the above configuration (a). By setting the acceleration control amount, unnecessary posture control of the vehicle body that responds to vehicle body vibration caused by road surface disturbance is prevented, and the delay compensation value is set to zero in the configuration of (b) above. As a result, it is possible to prevent unnecessary control of the posture of the vehicle body from being performed by executing unnecessary posture control in response to the vibration of the vehicle body caused by the road surface disturbance and returning the disturbed posture of the vehicle body to the original state. In the configuration of (c) above, the delay compensation value is calculated as the product of the control gain and the lateral jerk calculated in the previous cycle, thereby responding to the vibration of the vehicle body caused by the road surface disturbance. Unnecessary attitude control is prevented. Therefore, in any of the configurations (a) to (c) described above, wasteful consumption of energy due to repeated and frequent supply and discharge of the working fluid to and from the working fluid chamber of the actuator is reliably prevented.

[0011]

Supplementary Explanation of Means for Solving the Problems According to one embodiment of the present invention, a control device of the present invention supplies and discharges a working gas to and from an air chamber of an air spring provided corresponding to each wheel. An air suspension control device for controlling the attitude of a vehicle body by controlling, wherein a target gas mass Mo in an air chamber is calculated based on a running state of the vehicle, and an actual gas mass M in the air chamber is calculated.
Based on the deviation Mc between the actual gas mass M and the target gas mass Mo, the supply / discharge of the working gas to / from the air chamber is controlled so as to reduce the deviation.

According to such an embodiment, not only the posture change of the vehicle body at the time of turning or acceleration / deceleration of the vehicle can be reduced to improve the steering stability of the vehicle, but also the wheels are not Since the target gas mass Mo is not changed and the deviation Mc is not changed even when bound or rebounded, the supply / discharge of the working gas to / from the air chamber is not repeatedly performed frequently, and thus the pressure in the air chamber is feedback-controlled. As a result, energy consumption and cost are reduced and durability of the air suspension is improved as compared with the case where the working gas is supplied to and discharged from the air chamber.

The pressure in the air chamber of the air spring in the air suspension, the volume of the air chamber,
Assuming that the temperature of the gas in the air chamber and the mass of the gas in the air chamber are P, V, T, and M, respectively, the standard state, that is, the pressure in the air chamber when the wheels are in the neutral position, the volume of the air chamber, the air The temperature of the gas in the chamber and the mass of the gas in the air chamber (target gas mass) are set to P ₁ , V ₁ , T ₁ , and M ₁ , respectively, and the air after being subjected to an external force due to the wheel climbing over a road surface protrusion or the like The pressure in the chamber, the volume of the air chamber, the temperature of the gas in the air chamber, and the mass of the gas in the air chamber are respectively P ₂ ,
The mass M of the gas calculated in the air suspension control device is defined by the following formula 1 with V ₂ , T ₂ and M ₂ and assuming that the gas is a perfect gas and R is the gas constant of the gas.

[Equation 1] M = (P · V) / (R · T)

Assuming that the vehicle is moving straight ahead and the mass of the gas in the air chamber is constant,
The target mass M ₁ calculated by the air suspension control device is expressed by the following equation 2.

[Equation 2] M ₁ = (P ₁ · V ₁ ) / (R · T ₁ )

Assuming that the state change occurring in the air spring is polytropic change and the system of the air chamber is closed, n is a polytropic index and the following equation 3
Is established.

[Formula 3] P ₁ · V ₁ ⁿ = P ₂ · V ₂ ⁿ

From equation 3, the pressure P ₂ in the air chamber after the air suspension receives an external force is represented by equation 4 below.

[Formula 4] P ₂ = (V ₁ / V ₂ ) ⁿ · P ₁

The volume V ₂ in the air chamber after the air suspension receives an external force, S is the suspension stroke (the displacement from the standard position in the bounding direction is positive), and A is the sectional area of the piston of the air suspension. Is expressed by the following equation 5.

[Formula 5] V ₂ = V ₁ −A · S

The pressure P ₂ and the volume V ₂ expressed by the equations 4 and 5 are values detected by the pressure detecting means and the volume detecting means, respectively. Is represented by the following equation 6.

[Equation 6] M = (P ₂ · V ₂ ) / (R · T ₂ ) = {(P ₁ · V ₁ ) / (R · T ₂ )} · {V ₁ / (V ₁ −A · S) } ^N-1

Here, the temperature T is smoothed so that the change in the temperature T of the gas in the air chamber detected by the temperature detecting means becomes sufficiently slower than the change in the volume of the air chamber, and the polytropic index of the temperature change is substantially reduced. When it is regarded as 1.0, the following expression 7 is established.

[Equation 7] T ₂ = T ₁

Therefore, the equation 6 is expressed as the following equation 8.

[Formula 8] M = {(P ₁ · V ₁ ) / (R · T ₁ )} · {V
₁ / (V ₁ − (V ₁ A · S)} ^n-1

Now, the feedback control amount E in the air suspension control device is defined by the following equation 9.
In the following equation 9, K is a feedback gain,
E <0 corresponds to exhaust gas that discharges gas from the air chamber, and E> 0 corresponds to supply air that supplies gas to the air chamber.

[Equation 9] E = K · (M ₁ −M)

Substituting the equations 2 and 8 into the equation 9, the equation 9 is expressed as the following equation 10.

[Equation 10] E = K · {(P ₁ · V ₁ ) / (R · T ₁ )}
_{· [1- {V 1 / (} V 1 - (V 1 A · S)} n-1]

Assuming that the wheel makes a stroke S in the bounding direction by passing through the convex portion of the road surface, V ₁ -A
Since S <V ₁ , the following equation 11 is established.

[Equation 11] V ₁ / (V ₁ −A · S)> 1

Since the pressure P in the air chamber increases when the wheel bounces (that is, because it is not a constant pressure change), the polytropic index n is 1 or more, and therefore the following equation 12
Is established.

Equation 12] _{1- {V 1 / (V 1} -A · S)} n-1 <0

When the formula 10 is examined based on the formula 12, the following formula 13 is established.

[Equation 13] E <0

The expression (13) means exhaust as described above, and means that when the wheel receives an input from the road surface in the bounding direction, gas is discharged from the air chamber and the spring force of the air spring is reduced.

If the wheel strokes S in the rebound direction by passing through the concave portion of the road surface, V
_{Since 1−} A · S> V ₁ , the following formula 14 is established.

[Equation 14] V ₁ / (V ₁ −A · S) <1

When the wheel rebounds, the pressure P in the air chamber decreases (that is, it is not a constant pressure change).
The polytropic index n is 1 or more, and therefore the following formula 1
5 is established.

## EQU15 ## 1- {V ₁ / (V ₁ -A · S)} ^n-1 > 0

When the formula 10 is examined based on the formula 15, the following formula 16 is established.

[Equation 16] E> 0

Equation 16 means air supply as described above, and means that when the wheel receives an input in the rebound direction, gas is supplied to the air chamber to increase the spring force of the air spring.

According to another embodiment of the present invention, in the above embodiment of the air suspension controller, the actual gas mass M is the volume of the air chamber, the pressure in the air chamber, and the temperature detection. It is calculated based on the smoothed temperature obtained by smoothing the signal indicating the temperature of the working gas in the air chamber detected by the means.

According to this embodiment, when the wheel receives a force in the bounding direction as when the wheel passes through the convex portion of the road surface as described above, the spring force of the air spring is reduced, and conversely, the wheel has a concave portion on the road surface. When a force in the rebound direction is received as when passing through the vehicle, the spring force of the air spring is increased, so compared to the case of a normal air suspension in which the working gas is not supplied to and discharged from the air chamber. Ride comfort is improved.

[0033]

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

FIG. 2 is a schematic configuration diagram showing one embodiment of a fluid pressure type active suspension control device according to the present invention configured as an air suspension control device.
In FIG. 2, * is a symbol corresponding to each wheel, and the members indicated by the symbol with * are the right front wheel (* = fr), left front wheel (* = fl), and right rear wheel. (* = Rr) and the left rear wheel (* = rl).

In FIG. 2, 30 * indicates a shock absorber which is arranged between the sprung and unsprung portions which are not shown in the drawing, and 32 * is formed integrally with the shock absorber 30 *. The air spring is shown. As is well known, the air spring 32 * has an air chamber 34 *, which is not shown in the drawing, which reduces and increases its volume as the wheel bounces and rebounds.

One end of an air supply conduit 36 * is connected to the air chamber 34 *, and the other end of the air supply conduit 36 * is connected to a high pressure tank 38 for storing high pressure air therein. An air supply control valve 40 *, which is a solenoid-type normally closed on-off valve, is provided in the middle of the air supply conduit 36 *. Air supply conduit 36
One end of an exhaust conduit 42 * is connected to a portion between the * air spring 30 * and the air supply control valve 40 *, and the other end of the conduit is a low pressure tank 4 for storing low pressure air therein.
4 is connected. An exhaust control valve 46 *, which is a solenoid-type normally-closed on-off valve, is provided in the middle of the exhaust conduit 42 *, like the control valve 40 *.

As shown in FIG. 2, in the illustrated embodiment, the control valves 40 * and 46 * are the steering angular velocity sensor 48 for detecting the steering angular velocity θd, the vehicle speed sensor 50 for detecting the vehicle speed V, and the vehicle body. Lateral acceleration sensor 52 that detects the lateral acceleration Gy of the vehicle, longitudinal acceleration sensor 54 that detects the longitudinal acceleration Gx of the vehicle body, vehicle height sensor 56 * that detects the vehicle height H * of the portion corresponding to each wheel, and air of each air spring. Chamber 34
Based on the signals from the pressure sensor 58 * that detects the internal pressure P * and the temperature sensor 60 * that detects the temperature T * of the air in each air chamber, the opening / closing control is performed by the electronic control unit 62 as described later. Has become.

The electronic control unit 62 has a microcomputer 64 as shown in FIG. The microcomputer 64 may have a general structure as shown in FIG. 3, and the central processing unit (CPU) 6
6, a read only memory (ROM) 68, a random access memory (RAM) 70, and an input port device 72
And an output port device 74, which are connected to each other by a bidirectional common bus 76.

The input port device 72 has a signal indicating the steering angular velocity θd detected by the steering angular velocity sensor 48, a signal indicating the vehicle speed V detected by the vehicle speed sensor 50, and a lateral acceleration Gy of the vehicle body detected by the lateral acceleration sensor 52. And a signal indicating the longitudinal acceleration Gx of the vehicle body detected by the longitudinal acceleration sensor 54 are input, and a vehicle height sensor provided corresponding to each wheel not shown in the figure. 56 *, pressure sensor 58 *, temperature sensor 6
From 0 *, signals indicating the vehicle height H * of the portion corresponding to each wheel, the pressure P * in each air chamber, and the temperature T * of the air in each air chamber are input.

The input port device 72 appropriately processes the signal input thereto, and in accordance with the instruction of the CPU 66 based on the program stored in the ROM 68, the CPU and the RAM.
The processed signal is output to 70. R
The OM 68 stores the control programs shown in FIGS. 4 to 7 and maps corresponding to the graphs shown in FIGS. 8 to 14. The CPU 66 is adapted to perform various calculations and signal processing as will be described later based on the control programs shown in FIGS. The output port device 74 is the CPU 6
6 outputs a control signal to the air supply control valve 40 corresponding to each air spring through the drive circuit 78 *, and controls the drive circuit 80 * to the exhaust control valve 46 * corresponding to each air spring. It is designed to output a signal.

Next, the control of the air suspension in the illustrated embodiment will be described with reference to the flow chart shown in FIG. The routine shown in FIG. 4 is started by closing an ignition switch (not shown). In the flowchart shown in FIG. 4, *
Is a symbol corresponding to each wheel, and the control by the routine shown in FIG. 4 is, for example, right front wheel (* = fr), left front wheel (* = f
l), the right rear wheel (* = rr), and the left rear wheel (* = rl).

First, in step 50, the estimated lateral accelerations Gymf and Gymr for calculating the control amounts of the front wheels and the rear wheels are calculated in accordance with the flowchart shown in FIG. 6, the target air mass Mo * in the air chamber is calculated in accordance with the flow chart shown in FIG. 6 as described later, and in step 200, the actual air mass in each air chamber is calculated in accordance with the flow chart shown in FIG. 7 as described later. Air mass M * is calculated, step 30
At 0, the mass deviation Mc * (= Mo * -M *) calculated in steps 100 and 200 is calculated.

In step 400, it is determined whether the deviation Mc * is greater than or equal to -α and less than or equal to α using α (a positive constant) as a control threshold, and -α≤Mc * ≤. When it is determined that α is satisfied, the air supply control valve 40 * and the exhaust control valve 46 * are closed in step 800 and then the process returns to step 50, and −α ≦ Mc * ≦ α is not satisfied. When the determination is made, the process proceeds to step 500.

At step 500, it is judged if the deviation Mc * is greater than or equal to α, and if it is judged that α ≦ Mc *, then at step 600 the air supply control valve. After 40 * is opened and the exhaust control valve 46 * is closed, the process returns to step 50, and when it is determined that α ≦ Mc * is not satisfied, the air supply control valve 40 is determined in step 700. After * is closed and the exhaust control valve 46 * is opened, the process returns to step 50.

Next, referring to the flow chart shown in FIG. 5, the estimated lateral accelerations Gymf, Gymr for calculating the control amounts of the front and rear wheels performed in step 50 of the flow chart shown in FIG. A first embodiment of the arithmetic routine will be described.

First, at step 55, the steering angular velocity θd
, Vehicle speed V, vehicle body lateral acceleration Gy, vehicle body longitudinal acceleration Gx
The vehicle height H * of the portion corresponding to each wheel, the pressure P * in the air chamber 34 * of each air spring, and the temperature T * of the air in each air chamber are read. In step 60, based on the vehicle speed V, the steering angular velocity correction amounts θf and θr for calculating the control amounts of the front and rear wheels are calculated from the maps corresponding to the graphs shown in FIGS. 8 and 9, respectively. In step 65, absolute values θdf and θdr of the corrected steering angular velocities for calculating the control amounts on the front wheel side and the rear wheel side are calculated according to the following Expressions 17 and 18, respectively.

[0047]

[Equation 17] θdf = | θd | + θf

[Equation 18] θdr = | θd | + θr

In step 70, based on the corrected absolute values θdf and θdr of the steering angular velocity calculated in step 65, the front wheel side and the rear side of the maps corresponding to the graphs shown in FIGS. 10 and 11, respectively. The control gains Kyf and Kyr for calculating the amount of control on the wheel side are calculated, and in step 75, the lateral jerk is calculated by, for example, calculating the time derivative of the actual lateral acceleration Gy of the vehicle body detected by the lateral acceleration sensor 52. Gyd is calculated.

In step 76, the product J of the lateral jerk Gyd and the steering angular velocity θd is calculated, and in step 77 it is judged whether the product J is positive or zero, that is, the sign of the steering angular velocity θd. It is determined whether or not the steering direction indicated by and the direction of lateral jerk indicated by the sign of the lateral jerk Gyd match. If it is determined that J ≧ 0 is not satisfied, the routine proceeds to step 96. , J ≧ 0, it proceeds to step 80.

In step 80, the cutoff frequency is set to 0.1 Hz, for example, and the signal indicating the lateral jerk Gyd is low-pass filtered to calculate the lateral jerk Gydlp of the vehicle body after the low-pass filtering. In step 85, the control wheels Kyf and Kyr calculated in step 70 and the lateral jerk Gydlp of the vehicle body after the low pass filter processing calculated in step 80 are used to calculate the front wheels according to the following formulas 19 and 20, respectively. The delay compensation values Gyof and Gyor for calculating the control amounts on the side and the rear wheels are calculated.

[0051]

[Formula 19] Gyof = Kyf · Gydlp

[Equation 20] Gyor = Kyr · Gydlp

In step 90, Kc is set to a positive constant smaller than 1, and the roll rigidity distribution is calculated according to the following equations 21 and 22, that is, the front lateral distribution amount Pf and the rear lateral distribution of the actual lateral acceleration Gy. The quantity Pr is calculated.

[0053]

[Equation 21] Pf = Kc.Gy

[Equation 22] Pr = (1-Kc) · Gy

In step 95, the actual lateral acceleration distribution amounts Pf and Pr calculated in step 90 and the delay compensation values Gyof and Gyor calculated in step 85 are calculated based on the following equations 23 and 23, respectively. 24, the estimated lateral accelerations Gymf and Gymr for calculating the control amounts on the front wheel side and the rear wheel side are calculated.

[0055]

[Formula 23] Gymf = Pf + Gyof

[Equation 24] Gymr = Pr + Gyor

In step 96, the estimated lateral accelerations Gymf and Gymr on the front and rear wheels are set to the estimated lateral accelerations Gymf-bf and Gymr-bf in the previous cycle, respectively, and in step 97, the next cycle The previous values Gymf-bf and Gymf-bf of the estimated lateral acceleration at are set to the estimated lateral accelerations Gymf and Gymr of the current cycle, respectively, and then the process returns to step 55.

Thus, in step 50, the absolute values θdf and θdr of the corrected steering angular velocity corrected in accordance with the vehicle speed V in steps 60 and 65 are calculated, and in step 70 the corrected steering angle is calculated. The control gains Kyf and Kyr are calculated based on the absolute value of the angular velocity, the lateral jerk Gyd of the vehicle body, that is, the rate of change of the actual lateral acceleration of the vehicle body is calculated in step 75, and the steering is changed in steps 76 and 77. It is determined whether or not the direction and the direction of the lateral jerk match.

When the steering direction and the direction of the lateral jerk coincide with each other, the lateral jerk Gydlp of the vehicle body after the low-pass filter processing is calculated in step 80, and the control gains Kyf and Kyr are calculated in step 85. The delay compensation values Gyof and Gyor are calculated as the product of the lateral jerk Gydlp of the vehicle body after the low-pass filter processing, and steps 90 and 95 are executed.
At the actual lateral acceleration Pf, Pr of the vehicle body and the delay compensation value Gyof
, Gyor are added, and the estimated lateral accelerations Gymf, Gymr are calculated as the sum of these. On the other hand, when the steering direction and the lateral jerk direction do not match, the estimated lateral accelerations Gymf and Gymr are determined in step 96.
Are set to the previous values Gymf-bf and Gymr-bf.

Next, referring to the flow chart shown in FIG. 6, the routine for calculating the target air mass Mo * which is performed in step 100 of the flow chart shown in FIG. 4 will be described.

In step 120, the front wheel side and the rear wheel side are based on the maps corresponding to the graphs shown in FIGS. 12 and 13, respectively, based on the estimated lateral accelerations Gymf and Gymr of the vehicle body calculated in step 50. The target roll amounts Rmf and Rmr of the vehicle body are calculated, and in step 125, the target pitch amount Pm of the vehicle body is calculated based on the longitudinal acceleration Gx of the vehicle body and the map corresponding to the graph shown in FIG. .

In step 130, the target roll amounts Rmf and Rmr calculated in step 120 and step 1
Based on the target pitch amount Pm calculated in 25, the target stroke amount S * of each wheel is calculated according to the following equation 25 using Kp and Kr as positive constants. When the vehicle height is controlled according to the vehicle speed V or the like, the heave amount h according to the vehicle speed V or the like may be added in each of the following formulas (25).

[Equation 25] Sfr = Kp.Pm-Kr.Rmf Sfl = Kp.Pm + Kr.Rmf Srr = -Kp.Pm-Kr.Rmr Srl = -Kp.Pm + Kr.Rmr

In step 135, SV * is set as a reference volume of the air chamber 34 * of the air spring 32 * of each wheel (volume when the corresponding wheel is in the neutral position), and each air spring is calculated according to the following equation 26. The target air chamber volume Vo * is calculated. In addition, in Eq. 26, A ₁ and A
Reference numerals ₂ are cross-sectional areas of the cylinders of the shock absorbers 30 for the left and right front wheels and the left and right rear wheels, respectively.

[Equation 26] Vofr = SVfr + A ₁ · Sfr Vofl = SVfl + A ₁ · Sfl Vorr = SVrr + A ₂ · Srr Voll = SVrl + A ₂ · Srl

In step 140, step 9 in FIG.
Estimated lateral accelerations Gymf and Gym of the vehicle body calculated in 5
Based on r, Df and Dr are positive constants on the front wheel side and the rear wheel side, respectively, and the increment Py * of the pressure in each air chamber is calculated according to the following equation 27.

Pyfr = Df-Gymf Pyfl = -Pyfr Pyrr = Df-Gymr Pyrl = -Pyrr

At step 145, based on the longitudinal acceleration Gx of the vehicle body read at step 55, the increment Px * of each air chamber pressure is calculated according to the following equation 28 with Dp as a positive constant.

[Equation 28] Pxfr = Dp-Gx Pxfl = Pxfr Pxrr = -Dp-Gx Pxrl = Pxrr

In step 150, SP * is set as a reference pressure of each air chamber pressure (pressure when the vehicle is stationary and corresponding wheels are in the neutral position) in accordance with the following equation 29 in the target air chamber. The pressure Po * is calculated.

(29) Pofl = SPfr + Pyfr + Pxfr Pofr = SPfl + Pyfl + Pxfl Porr = SPrr + Pyrr + Pxrr Porl = SPrl + Pyrl + Pxfl

In step 155, the air temperature T * in each air chamber read in step 55 and the target air chamber volume Vo calculated in step 135 are calculated.
*, Based on the target air chamber pressure Po * calculated in step 150, where R is a gas constant,
The target air mass Mo * in each air chamber is calculated in accordance with.

[Equation 30] Mo * = (Po * ・ Vo *) / (R ・ T *)

Next, the routine for calculating the actual air mass M *, which is performed in step 200 of the flow chart shown in FIG. 4, will be described with reference to the flow chart shown in FIG.

First, in step 220, the cutoff frequency is set to 0.01 Hz, for example, and the signal indicating the temperature T * is low-pass filtered to calculate the temperature Tlp * after the low-pass filtering.

In step 230, based on the vehicle height H * of the portion corresponding to each wheel read in step 52,
Let K ₁ and K _{2 be} coefficients (positive constants) for the left and right front wheels and the left and right rear wheels, respectively, and the volume V of the air chamber of each wheel.
* Is calculated according to the following equation 31.

[Expression 31] Vfr = SVfr + K ₁ · Hfr Vfl = SVfl + K ₁ · Hfl Vrr = SVrr + K ₂ · Hrr Vrl = SVrl + K ₂ · Hrl

In step 240, the air chamber internal pressure P * of each wheel read in step 52, each air chamber internal temperature Tlp * after the low-pass filtering calculated in step 220, step 230 The actual air mass M * in each air chamber is calculated according to the following equation 32 with R as a gas constant, based on each air chamber volume V * calculated in the above.

[Equation 32] M * = (P * ・ V *) / (R ・ Tlp *)

19 and 20 are estimated lateral accelerations Gymf and Gym for calculating the control amounts of the front and rear wheels, which are performed in step 50 of the flow chart shown in FIG. 4, respectively.
6 is a flowchart showing second and third embodiments of the r calculation routine. 19 and 20, the steps corresponding to the steps shown in FIG. 5 are given the same step numbers as the step numbers given in FIG.

In the second embodiment shown in FIG. 19,
When it is judged NO in step 77, that is, when it is judged that the steering direction indicated by the sign of the steering angular velocity θd does not match the direction of the lateral jerk indicated by the sign of the lateral jerk Gyd, the step is executed. At 78, the delay compensation values Gyof and Gyor on the front and rear wheels are set to zero, and then the routine proceeds to step 95.

Further, in the third embodiment shown in FIG. 20, in step 77, it is determined no, that is, it is determined that the steering direction and the lateral jerk direction do not match. If yes, the lateral jerk Gyd is set to the previous value Gyd-bf in step 78, and then the process proceeds to step 79. If a yes determination is made in step 77, step 7 is executed.
9, the previous value of the lateral jerk in the next cycle Gyd
-bf is set to the lateral jerk Gyd calculated or set in the current cycle, and then the routine proceeds to step 80.

Thus, according to the illustrated embodiments, step 50, ie steps 55-97 or steps 55-9.
Estimated lateral accelerations Gymf and G on the front wheel side and the rear wheel side in FIG.
ymr is calculated and step 100, ie step 135
~ 155, the target air mass Mo * in each air chamber is calculated according to the running state of the vehicle, that is, the turning or acceleration / deceleration, and the actual air in each air chamber is calculated in step 200, steps 220-240. The mass M * is calculated, and the target air mass Mo * and the actual air mass M * are calculated in step 300.
Is calculated and the mass of the air in each air chamber is feedback-controlled in steps 400 to 800 so that the deviation Mc * is greater than or equal to −α and less than or equal to α.

Therefore, when the vehicle is not traveling or accelerating or decelerating substantially like when the vehicle is traveling straight at a constant speed, even if the wheels bounce and rebound due to the unevenness of the road surface, the target air mass Mo
Since * does not change and the deviation Mc * does not change, the control valve 40
It is reliably avoided that * and 46 * are repeatedly opened and closed frequently.

When the vehicle is turning or accelerating and decelerating, the target air mass Mo * is calculated so as to suppress the change in the posture of the vehicle body due to the lateral acceleration and the longitudinal acceleration of the vehicle body, and the target air mass Mo * and the actual air mass M are calculated. Deviation from * Mc * is -α or more and α
The control valves 40 * and 46 * are opened and closed as described below to supply and exhaust air to / from each air chamber, which causes roll body, nose dive, squat, etc. on the vehicle body due to lateral acceleration and longitudinal acceleration of the vehicle body. Effectively preventing a large posture change.

When the vehicle is turning, the control gains Kyf and Kyr are calculated based on the absolute values θdf and θdr of the steering angular velocity corrected according to the vehicle speed V, and based on the actual lateral acceleration of the vehicle body after low-pass filtering. The lateral jerk Gydlp is calculated, the delay compensation values Gyof and Gyor are calculated as the product of the control gain and the lateral jerk, and the estimated lateral accelerations Gymf and Gymr are calculated as the sum of the actual lateral acceleration and the delay compensation value. Not only the roll of the vehicle body is effectively prevented by compensating the control delay by the delay compensation value of, but also the delay compensation value actually occurs as compared with the case where it is estimated and calculated from the vehicle speed and the steering angular velocity. By calculating the value close to the lateral jerk, it is possible to surely prevent the roll control from becoming discontinuous and the reverse roll of the vehicle body from occurring.

Further, while the vehicle is turning so that the steering angular velocity θd changes as shown in FIG. 21 (A), the wheels pass through bumps and steps on the road surface so that the vehicle body passes through the wheels. When the vehicle receives a disturbance and vibrates, the lateral acceleration G of the vehicle body
For example, y changes as shown in FIG. 21 (B), and as a result, the lateral jerk Gyd fluctuates greatly as shown in FIG. 21 (C). Therefore, in the conventional air suspension controller, The delay compensation value and the estimated lateral acceleration also fluctuate greatly, and air is repeatedly supplied to and discharged from the air chamber of the air spring, resulting in increased energy consumption.

On the other hand, according to the first embodiment described above,
If the turning direction and the direction of lateral jerk are different, in step 96, the estimated lateral accelerations Gymf and Gymr on the front wheel side and the rear wheel side are estimated lateral accelerations Gymf-bf on the front cycle, respectively.
And Gymr-bf are set, and rapid fluctuations in the target air mass Mo * are prevented, so that increase in energy consumption due to frequent and frequent air supply / discharge to / from the air chamber is reliably prevented. be able to.

According to the second embodiment described above, if the steering direction and the lateral jerk direction are different, step 7
8, the delay compensation values Gyof and Gyo on the front wheel side and the rear wheel side
r is set to zero, so that the estimated lateral accelerations Gymf and Gymr are respectively the actual lateral acceleration of the vehicle body and the front and rear wheel distribution amount Pf.
And Pr in this case, the estimated lateral acceleration is prevented from abruptly changing in this case as well, and the increase in energy consumption due to frequent air supply / discharge is reliably prevented. You can

According to the third embodiment described above, if the steering direction and the lateral jerk direction are different, step 7
In 8 the lateral jerk Gyd is set to the previous value Gyd-bf,
Since the lateral jerk Gyd is low-pass filtered in step 80, the change in the lateral jerk Gydlp after the low-pass filtering is close to the change in lateral jerk when the vehicle receives no disturbance input from the road surface. Even in such a case, it is possible to reliably prevent an increase in energy consumption due to frequent and repeated air supply and discharge.

Further, according to the illustrated embodiments, the control gains Kyf and Kyr for calculating the delay compensation values Gyof and Gyor are corrected steering from the maps corresponding to the graphs shown in FIGS. 10 and 11, respectively. Since they are calculated individually based on the angular velocity, by appropriately setting and adjusting these maps, it is possible to calculate different delay compensation values for the front wheel side and the rear wheel side for a given lateral jerk Gyd. The roll rigidity distribution of the front and rear wheels during the transient turning of the vehicle is calculated as the roll rigidity distribution during the steady turning (step 9).
0 can be tuned to a value different from Kc, 1-Kc), and therefore US-O during transient turns of the vehicle.
The S characteristic can be well controlled.

According to the illustrated embodiments, the steering angular velocity correction amounts θf and θr are calculated individually for the front wheels and the rear wheels from the maps corresponding to the graphs shown in FIGS. 8 and 9. , By adjusting and adjusting these maps as appropriate, the absolute value of the corrected steering angular velocity θdf
And θdr can also be calculated to different values for the front wheel side and the rear wheel side.

For example, when the maps corresponding to the graphs shown in FIGS. 8 and 9 are set as shown in FIGS. 15 and 16, respectively, when the vehicle is traveling at the vehicle speed V1, FIG. When the steering is performed as shown in FIG. 18, the steering angular velocity θd and the corrected steering angular velocities θdf and θdr respectively change as shown in FIG. Therefore, it is possible to control the timing when the corrected steering angular velocities on the front wheel side and the rear wheel side become values other than 0, whereby the delay compensation value G
Since the start timing of roll control based on yof and Gyor can be controlled, the correction amounts θf and θ of the steering angular velocity can be controlled.
The US-OS characteristics during the transient turning of the vehicle can be better controlled as compared with the case where r is not calculated individually for the front wheels and the rear wheels.

Further, according to the illustrated embodiments, the signal indicating the temperature T * is smoothed by low-pass filtering the signal indicating the temperature T * of the air in each air chamber. The actual air mass M * in each air chamber is calculated based on Tlp *. Therefore, when the wheel receives a force in the bounding direction, as described above in accordance with Formulas 1 to 16, the air spring is used. When the wheel receives a force in the rebound direction, on the contrary, the spring force of the air spring increases, so that the actual air mass M * in each air chamber is based on the detected temperature T *. The riding comfort of the vehicle is improved as compared with the case where it is calculated.

In each of the embodiments described above, the lateral jerk Gydlp and the temperature Tlp * after the smoothing process are respectively the lateral jerk G.
The signal indicating yd and the signal indicating the temperature T * of the air in each air chamber are calculated by low-pass filtering, but for the signal indicating the lateral jerk Gyd and the signal indicating the temperature T *. The smoothing process may be performed in an analog manner by a low-pass filter incorporated in an electronic control unit instead of being performed by a digital operation as in the illustrated embodiment, and the above-mentioned Japanese Patent Application No.
Alternatively, it may be executed by the calculation of the weighted average shown in FIG.

Although the present invention has been described above in detail with reference to specific embodiments, the present invention is not limited to the above-mentioned embodiments, and various other embodiments are also possible within the scope of the present invention. It will be apparent to those skilled in the art that

For example, in each of the above embodiments, the absolute values θdf and θdr of the corrected steering angular velocity corrected in accordance with the vehicle speed are calculated in steps 60 and 65, and step 7
At 0, the control gains Kyf and Kyr are calculated from the maps corresponding to the graphs shown in FIGS. 10 and 11, respectively, based on the corrected absolute value of the steering angular velocity. Kyr is the vehicle speed V and the steering angular speed θ
It may be calculated from a three-dimensional map having d as a parameter.

[0089]

As is apparent from the above description, according to the present invention, when the steering direction and the lateral jerk direction do not correspond to each other, the lateral acceleration control in the above-mentioned configuration of claim 1 is performed. By setting the amount to the lateral acceleration control amount calculated in the previous cycle, unnecessary posture control of the vehicle body in response to vehicle body vibration caused by road surface disturbance is prevented, and the above-mentioned configuration according to claim 2 is provided. In this case, since the delay compensation value is set to zero, unnecessary posture control is executed in response to vehicle body vibration caused by road surface disturbance to disturb the posture of the vehicle body, and the disturbed posture of the vehicle body is used as the basis. It is prevented that the control of returning to the above is performed, and in the configuration of the above-mentioned claim 3, the delay compensation value is calculated as the product of the control gain and the lateral jerk calculated in the previous cycle, Responds to vehicle body vibrations caused by road surface disturbances Since the required attitude control can be prevented,
In any of the configurations of claims 1 to 3, wasteful consumption of energy due to repeated and frequent supply and discharge of the working fluid to and from the working fluid chamber of the actuator is reliably prevented, and energy consumption is increased as compared with the prior art. And the durability of the working fluid supply / discharge means can be improved.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a configuration of a fluid pressure type active suspension control device according to the present invention in correspondence with the description of the claims.

FIG. 2 is a schematic configuration diagram showing one embodiment of a fluid pressure type active suspension control device according to the present invention configured as an air suspension control device.

FIG. 3 is a block diagram showing an embodiment of the electronic control unit shown in FIG.

4 is a flowchart showing a main routine of air suspension control achieved by the electronic control unit shown in FIGS. 2 and 3. FIG.

5 is a step 50 of the flowchart shown in FIG.
5 is a flowchart showing a first embodiment of a calculation routine for the estimated lateral acceleration of the vehicle body performed in FIG.

FIG. 6 is step 10 of the flowchart shown in FIG.
6 is a flowchart showing a target gas mass calculation routine executed at 0.

FIG. 7: Step 20 of the flowchart shown in FIG.
6 is a flowchart showing a routine for calculating the actual air mass performed at 0.

FIG. 8 is a graph showing a relationship between a vehicle speed V and a steering angular velocity correction amount θf for calculating a control amount on the front wheel side.

FIG. 9 is a graph showing a relationship between a vehicle speed V and a steering angular velocity correction amount θr for calculating a control amount on the rear wheel side.

FIG. 10 is a graph showing the relationship between the corrected steering angular velocity θdf and the control gain Kyf on the front wheel side.

FIG. 11 is a graph showing a relationship between a corrected steering angular velocity θdr and a control gain Kyr on the rear wheel side.

FIG. 12 is a graph showing a relationship between an estimated lateral acceleration Gymf of the vehicle body and a target roll amount Rmf of the vehicle body on the front wheel side.

FIG. 13 is a graph showing the relationship between the estimated lateral acceleration Gymr of the vehicle body and the target roll amount Rmr of the vehicle body on the rear wheel side.

FIG. 14 is a graph showing the relationship between the longitudinal acceleration Gx of the vehicle body and the target pitch amount Pm of the vehicle body.

FIG. 15 is a graph showing an example of a relationship between a vehicle speed V and a steering angular velocity correction amount θf for calculating a control amount on the front wheel side.

FIG. 16 is a graph showing an example of the relationship between a vehicle speed V and a steering angular velocity correction amount θr for calculating a control amount on the rear wheel side.

FIG. 17 is a graph showing an example of changes in steering angle θ.

FIG. 18 is a time chart showing changes in the steering angular velocity θd and the corrected steering angular velocities θdf and θdr.

FIG. 19 is step 5 of the flowchart shown in FIG.
7 is a flowchart showing a second embodiment of a routine for calculating the estimated lateral acceleration of the vehicle body performed at 0.

FIG. 20 is step 5 of the flowchart shown in FIG.
9 is a flowchart showing a third embodiment of a routine for calculating the estimated lateral acceleration of the vehicle body performed at 0.

FIG. 21 is a graph showing changes in the steering angular velocity θd, the lateral jerk Gy and the lateral jerk Gyd of the vehicle body when the vehicle body is subjected to a disturbance from the road surface via the wheels while the vehicle is turning.

[Explanation of symbols]

 2 ... Actuator 4 ... Working fluid supplying / discharging means 6 ... Vehicle speed detecting means 8 ... Steering angular velocity detecting means 10 ... Control gain calculating means 12 ... Lateral acceleration detecting means 14 ... Lateral jerk calculating means 16 ... Delay compensation value calculating means 18 ... Estimated lateral Acceleration calculating means 20 ... Control amount calculating means 22 ... Control means 24 ... Steering direction detecting means 26 ... Direction determining means 30 * ... Shock absorber 32 * ... Air spring 34 * ... Air chamber 40 * ... Air supply control valve 46 * ... Exhaust control valve 48 ... Steering angular velocity sensor 50 ... Vehicle speed sensor 52 ... Lateral acceleration sensor 54 ... Longitudinal acceleration sensor 56 * ... Vehicle height sensor 58 * ... Pressure sensor 60 * ... Temperature sensor 62 ... Electronic control device

Claims (3)

[Claims] 1. An actuator which is provided corresponding to each wheel and which increases and decreases the vehicle height of a corresponding portion by supplying and discharging the working fluid to and from the working fluid chamber, and supplying and discharging the working fluid to and from the working fluid chamber. Working fluid supply / discharge means, control gain calculation means for calculating a control gain based on the vehicle speed detected by the vehicle speed detection means and the steering angular velocity detected by the steering angular velocity detection means, and the vehicle body detected by the lateral acceleration detection means. Lateral jerk computing means for computing lateral jerk based on actual lateral acceleration, delay compensation value computing means for computing delay compensation value as a product of the control gain and lateral jerk, and the actual lateral acceleration and the delay compensation value An estimated lateral acceleration calculating means for calculating an estimated lateral acceleration, a control amount calculating means for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and the lateral acceleration control amount. A control device for a fluid pressure type active suspension having a control means for controlling the working fluid supply / discharge means, wherein a steering direction detecting means, a steering direction detected by the steering direction detecting means, and a lateral jerk Direction control means for determining whether or not the directions correspond to each other, and the control amount calculation means determines the lateral acceleration control amount in the previous cycle when the steering direction does not correspond to the lateral jerk direction. A control device for a fluid pressure type active suspension, which is configured to set the lateral acceleration control amount calculated in the above. 2. An actuator which is provided corresponding to each wheel and which increases and decreases the vehicle height of a corresponding portion by supplying and discharging the working fluid to and from the working fluid chamber, and supplying and discharging the working fluid to and from the working fluid chamber. Working fluid supply / discharge means, control gain calculation means for calculating a control gain based on the vehicle speed detected by the vehicle speed detection means and the steering angular velocity detected by the steering angular velocity detection means, and the vehicle body detected by the lateral acceleration detection means. Lateral jerk computing means for computing lateral jerk based on actual lateral acceleration, delay compensation value computing means for computing delay compensation value as a product of the control gain and lateral jerk, and the actual lateral acceleration and the delay compensation value An estimated lateral acceleration calculating means for calculating an estimated lateral acceleration, a control amount calculating means for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and the lateral acceleration control amount. A control device for a fluid pressure type active suspension having a control means for controlling the working fluid supply / discharge means, wherein a steering direction detecting means, a steering direction detected by the steering direction detecting means, and a lateral jerk Direction determination means for determining whether or not the directions correspond to each other, and the delay compensation value is set to zero when the steering direction does not correspond to the direction of the lateral jerk. A control device for a fluid pressure type active suspension characterized in that: 3. An actuator which is provided corresponding to each wheel and which increases and decreases the vehicle height of a corresponding portion by supplying and discharging the working fluid to and from the working fluid chamber, and supplying and discharging the working fluid to and from the working fluid chamber. Working fluid supply / discharge means, control gain calculation means for calculating a control gain based on the vehicle speed detected by the vehicle speed detection means and the steering angular velocity detected by the steering angular velocity detection means, and the vehicle body detected by the lateral acceleration detection means. Lateral jerk computing means for computing lateral jerk based on actual lateral acceleration, delay compensation value computing means for computing delay compensation value as a product of the control gain and lateral jerk, and the actual lateral acceleration and the delay compensation value An estimated lateral acceleration calculating means for calculating an estimated lateral acceleration, a control amount calculating means for calculating a lateral acceleration control amount based on the estimated lateral acceleration, and the lateral acceleration control amount. A control device for a fluid pressure type active suspension having a control means for controlling the working fluid supply / discharge means, wherein a steering direction detecting means, a steering direction detected by the steering direction detecting means, and a lateral jerk Direction determination means for determining whether or not the directions correspond to each other, and the delay compensation value calculation means includes the control gain and the previous cycle when the steering direction does not correspond to the lateral jerk direction. A control device for a fluid pressure type active suspension, which is configured to calculate a delay compensation value as a product of the lateral jerk calculated in the above.